Train-controlling apparatus.



I. J. GROSS.

TRAIN CONTROLLING APPARATUS.

APPLICATION FILED JULY 12. 1916.

1,?35& 1 29. Patented Feb. 12, 1918.

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J. J GROSS.

TRAIN CONTROLLING APPARATUS.

APPLICATION FILED JULY 12, 1916 Patented Feb. 12, 1918' 3 SHEETS-SHEET 2 /\N- gwuenioz Z JJ67/0S5,

wifnaoou elite-Lungs J. J. GROSS.

TRAIN CONTROLUNG APPARATUS.

APPucATmn man JULY 12, 1916. 15%6,11%% Patented. Feb.12,1918.

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JOHN J". GROSS, O31" TOLEDO, OHIO.

TRAIN-CONTROLLING APPARATUS.

Specification of Letters Patent.

Patented Feb. 12, 1918.

Application filed July 12, 1916. Serial No. 108,916.

To all whom it may concern:

Be it known that I, JOHN J. Gross, a citizen of the United States, residing at Toledo, in the county of Lucas, State of Ohio, have invented certain new and useful Improvements in Train-Controlling Apparatus; and I do hereby declare the following to be a full, clear, and exact description of the in.- vention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to the class of train control device, and has particular reference to that type of control systems in which the brakes are applied and the motive power is cut off through the medium of an obstruc tion operated control device.

As a primary object, my invention purposes to provide a control device which utilizes pressure from the air system of a locomotive to set into operation the brake system and to cut off the motive power.

It is likewise an object of the invention to provide an obstruction operated control device which utilizes the pressure from the air system of either asteam locomotive or an electric locomotive to set into operation the brake system of the train or car and to simultaneously cut off the steam or to break the control circuit.

Also, the invention contemplates the provision of a train control system which may be set for operation simultaneously with the setting of a signal against a train by the towerman, so that the operation of the system is wholly out of the hands of the engineer or motorman.

As a secondary object, my invention in eludes the construction of an improved type of distributing valve for distributing the pressure to the various parts of the system, and a particular form of obstruction or tripping device which cooperates with said valve to throw the control system into operation.

WVith the above and other objects in view, my invention will now be fully set forth and described, reference'being had to the accompanying drawings.

In said drawings Figure 1 is a side elevation of a portion of an electric car, in which my improved apparatus is installed, parts of the car being broken away to disclose the latter,

Fig. 2 is a sectional view, showing the parts of the invention with the proper connections between the parts, and to the braking system,

Fig. 3 is a side elevation of the track obstruction,

4 is a section on line 44 of Fig. 3,

Fig. 5 is a section on line 5-.-5 of Fig. 2,

6 is a section on line 66 of Fig. 2,

Fig. 7 is a diagrammatic side elevation of a. locomotive having my invention applied thereto,

Fig. 8 is a section on line 8-8 of Fig. 7

Fig. 9 is a transverse section through the obstruction controlled device of this form,

Fig. 10 is a section through an air check device, and

Fig. 11 is a part elevation and part sectional view of an old type of locomotive steam pipe supply with my cut-off valve.

In describing my invention, reference will first be had to the form which is used upon electric cars or locomotives.

In Fig. 1 of the drawings 1 denotes the lower beams of a locomotive frame, which is mounted upon the trucks 2. The top of the car carries the usual trolley pole 3 and leading therefrom to the cab or front platform 4 is the feed wire 5. Located below the car, and being suspended from the beams 1 is a control device 6, which is adapted to be actuated by an obstruction 7 located along the track-way 8, the functions of the control device being to apply the brakes to the car or train and to actuate a circuit breaker 9 which is preferably located in the cab at a suitable point within the front platform inclosure, where it may be located in the circuit of the main feed wire 5.

The control device consists essentially of a cylinder 10, adapted to withstand the air pressure from the air system, and is subdivided into a plurality of chambers from which the motive power is distributed for effecting the circuit breaker'9 and causing the setting of the brakes. Said cylinder 10 is arranged in vertical position, and has its upper end closed by a head or plate 11. Outturned flanges 12 formed on the cylinder 10 provide an attachingmeans for se curing the latter to the beam or beams 1 as by the bolts 13. Surrounding the cylinder 10 at an intermediate point is a flange or ring 14, upon which is bolted the arms 15 of a yoke 16 whose lower end terminates in a bearing 17. Said bearing 17 supports, for vertical reciprocation a squared shaft 18 whoseglower end isprovided with rollers 19.

, The rollers 19 arecarried by a shaft 2O "being carried by the stem 22.

the valve seat-25 provides for the passage of air pressure from the lower compartment or chamber 28 to the upper compartment or chamber 29. A piston chamber 30 is provided in the upper end oi'the cylinder 10 by a partition 31, and an extension 32 of the stem 22 passes through the partition 31,

a bushing 33 surrounding the stem to prevent 'theiloss of pressure in the-piston chamber-'30. The upper end of the extension 32 is provided with a piston 34. Each of the chambers28, 29 and30 :is provided with it port formed in the Wall of the cylinder 10,

and'the plate or head 11 ofthe cylinder is also. provided with a port. The functions of these portswill appear hereinafter.

The compartment or chamber 291s in nor mal communicatlon with air-pressure from the tank 35, which may be the major air supply for the carer train or which may be a suiiicient receptacle. A pipe 36 leading from the chamber 29 toa four-way valve 37 located in the cab or otherwise adjacent to the motormans position and through said four-Way valve connects by pipe 38 to the air tank. A pipe 39 is connected to the chamber 28 and permits the passage of the air from the chamber 29 to the air line 40 by way of the port 27 when the valve 26 is elevated. An air check valve 41, which is hereinafter more particularly described is located in the air line 40 in orderto prevent back pressure.

A branch pipe 42, located between the air check 41 and the control device rises to the top ofthe-cab 4'tothe circuit breaker 9.

The circuit breaker 9 consists of a cylinder 43having a head 44 and a bottom diaphragm 45, said diaphragm 45 being spaced inwardly from the end of the cylinder 43, and having a central boss or extension 46 which provides a bearingtor a shaft 47. Within the closed portion of the cylinder 43 the shaft 47 carries a piston 48, which is adapted to 1 reciprocate in the cylinder, and thereby actuates aswitchbar 49 which is carried on an upper extension 50 of the shaft 47 Said head 44, and is adapted to coiiperate with bar 49 with the contact members 52.

the contact-members '52 which are mounted upon aninsulating plate 53,- which'is preferably it'ormed of slate or similar material.

The contact .members 52 comprise pairs of blades or studs between which the ends of the switch bar 49 is adapted to seat. One of the contact members 52 is connected to the teed wire5 from the trolley pole, while the other contact is connected to a conductor 54 which carries, the current to the controller. \Vhen air from the branchpipe 42 passes into the cylinder 43 below-the piston 48, it

elevates the shaft 47, and therewith the switch bar 49, so that the circuit throughthe wires 5 and 54 isbroken. 'Thelower end so as to receive air from the air tank 35 and is controlledby a globe valve 57. The pipe 56 branched at the pet cock-58, one branch 59leading to the circuit breaker9, and the other branch leading to thecham ber 30 of the controller. The branch 59 connects into the cylinder 43above theypiston 48, 50 that whenthe globe valve 57 is opened andthe pet cock58 is properlypositioncd, air will be introducedinto the cylinder 43 to return the piston to=the lower end of the cylinder'and connectthe switch The branch pipe60 is connectedinto the chan1 her-'30 preferably through'the top plates0 that air pressure maybe introduced infront of the p'iston'34 to return the shaft 18 to its lowered position, thereby seating'the valve 26 and returning-the rollers 19 into the path oiithc elevatedobstruction.

In order to relieve the cylinder 43 and the chambers 28, 29 and 30 of pressure, a

pipe 61 is provided 'tobridge the pipe 42 and the four-way valve 37, so that when the latter is properly positioned, to connect a vent 62 in the valve casing with the pipe61, the branch pipe 42, and the pipe 39, are

open to the atmosphere. Bridgingthe pipe 42 and the cylinder 10 below the piston 34 is a pipe 63, which serves the double purpose of venting the chamber 30 foiwthe revturn of the piston 34 and also for introducing the air to the chamber 3 when the valve 26 is elevated. e

The air check .41 may be of any desired or approved type, but inthepresent casel have used a valve in which a casing 64 is provided with a transverse diaphragm 65 providing a valve seat 66 upon whichis normally seated'the valve 67. The casing 64'is closed at its upper end by a-removable plug 68 and has extending through its bottom the stem 69. The lower end of the valve stem 69 projects into an extension 7 O of the casing 64 whose open end is closed by a removable plug 71. The free end of the stem 69 carries a threaded nut 72, said nut 72 acting to adjust the tension of a coil spring 73 carried between said nut and the bottom of the casing 64. Thus, when locked in the air line 40 the valve Or air check 41 permits the passage of air to the brakes, but prevents the return or back pressure. In the opera tion of this form of the apparatus, the control device6 is set into operation by coming into contact with the obstruction 7 which is located between the tracks. The roller 19 mounting the obstruction throws upwardly the shaft 18, and therewith the valve 26.

When the four-way valve 37 is set as shown in the drawings, the chamber 29 stands under pressure, since it is in direct communication with the air tank 35. As soon as the valve 26 is lifted, the air is permitted to pass through the pipe 39 and check 41 to the air brake control valve (not shown), thereby operating the latter to set the brakes. Air also passing through the branch 42 and into the pipe 63 and thence to the chamber 30 lifts the piston 34 to complete the upward stroke of the shaft 18 and to hold the latter in lifted position. Air also continues through the branch 42 to the cylinder 43, lifting the piston 48. When the piston 48 is elevated the switch bar 49 is carried therewith through the medium of the extension 50, thereby interrupting the circuit from the trolley pole to the electric controller. After the brakes have been set, and the circuit interrupted, so that the car has been brought to a stop and it is desired to reset the various parts to their normal positions, that is, in the positions whereby the apparatus may be again actuated by the lifting of the shaft 18, the four-way valve 37 is turned so as to connect the pipe 61 with the vent 62, the globe valve 57 is opened and the pet cock 58 is set to clear the pipes 56 and 59. By thus setting the pet cock 58 air is permitted to pass into the cylinder 43 above the piston 48 to lower the latter. If necessary the hand grip 55 may be actuated to pull the piston 48 to its lowered position. After the circuit breaker has thus been set, the pet cook 58 is turned to clear the pipes 56 and 60, so that air may be introduced to the chamber 30 above the piston '34. Since the setting of the valve 37 to clear the pipe 61 to the atmosphere also opens the pipe 42 to the atmosphere, the pressure in the chambers 28 and 29 is relieved and the air behind the piston 34 is permitted to escape, so that the pressure from the pipes 56 and 60 may readily depress the piston 34. The piston 34 having been depressed, the four-way valve 37 is again turned into position to charge the pipe 36 and 38, thus again placing the chamber 29 under pressure, so that the valve 26 is held upon its seat, and the roller 19 is held in the path of the elevated position of the obstruction 7.

In the form shown in Fig. 7 to 9 is disclosed the form of my invention which is particularly adapted for use upon steam locomotives. Preferably mounted upon the pilot 74, as upon a bracket is a cylinder 76, having the same general characteristics as the cylinder 10 hereinbefore described. In this form, however, a downward extension 77 of the bracket 75 is formed at its lower end with a foot 78 in which is formed a bearing for a square rod 79 whose lower end carries a roller 80 of the same type as the roller 19. The rod 79 carries the shaft 81 having the valves 82 and piston 83. The cylinder 76 is subdivided into chambers 84, 85 and 86 in the same manner as the cylinder 10. A pipe 87 passing into the chamber 85 connects the latter with the full pressure from the air tank 88 under normal conditions. Below the valves 82, a pipe 89 connects into the chamber 86 and the branch so that a section 90 connects to the valve lifting device 91 hereinafter described, and another branch 92 passes to the main line air sys tem. Adjacent the cylinder 76 the pipe 89 is provided with a by -pass 93, which has its opposite end connected to the chamber 84 below the piston 83, so that air pressure received into the pipe 89 when the valve 82 is lifted, will be communicated to the chamber 84 to lift and hold the piston 83.

Located in the cab of the locomotive are two three-way valves 94 and 95. The valve 94 is connected into the pipe 87 from the air tank, and is also connected into the pipe 92 which leads to the chamber 86, so that the pipe 92 may be connected to the atmosphere, one of the ports in the valve 94 communicating with the atmosphere. The three-way valve 95 also has one of its ports connected to the pipe 87, and furthermore is connected by a pipe 96 to the chamber 84 above the piston 83. A branch pipe 97 from the branch pipe 96 communicates with the device. 91 as will hereinafter appear.

The valve closing device 91 comprises a cylinder 98 in which operates a piston 99, said piston 99' being carried upon a stem 100. The stem 100 passes through a diaphragm 101, and is swiveled at its lower end into a valve head 102. The valve head 102 operates in a casing 103 which is located in the steam pipe 104 which connects the locomotive boiler to the driving cylinders. The head 105 of the cylinder 98 forms a pres sure chamber which communicates by means of the by-pass 106 with an auxiliary chamber 107, said chamber 107 being formed by a casing 108 which is threaded or otherwise secured inside of the cylinder 98. Said casing 108 carries a longitudinally slidable piston 109, which in turn carries a stem 110,

-- one, end i of which extends into the rcylinder 98,-;and is adapted-,to -latch-,the;pistQIl 99in a llQlllllllYaLlPllftQCl position. A; spring 111 surroundingthe stem ,110 and hearing be tween the piston 109 and the endof the casing 108 normally holds;the piston and the latch end, of the stem .110 in projected :posi- ,tion. In order to-provide access to the parts abovedescribed, the casing is provided with asquared end by means of which it maybe removechand replaced. The pipesection 90 hereinbeforedescribed, isconnected to the cylinder98 andisconnected into the chamber 1O7,=in:front of the piston 109, sothat when pressure is introduced into the ;cham- :ber 1O7 the stem 110 willbe retracted toreleasesthe piston 99. As the stem 110 is-retracted, the piston 109 continues its rearward movement until :the port or bypass 106 leadingiinto the cylinder .98 is'uncovered .so that: the air pressure from the pipe 90 will operateupon ltheztop of thepiston 99 to seat the-valvehead102, thereby cutting on the passage of steam from the boiler.

Inthe operation of this for-mot my .invention, the control .device operates substantially inthesame manner asthe device described in thelformofFig. 1. NVhen the valve 82 is.elevated,-so that air pressure can passifrom the chamber 85-to the-chamber v86 and-thence to the pipes 90 and 92, the

brakes are set, and the air passes into the chamber 107 causing the piston 109 to retract, so that the stem 110 ,is retracted to releasethez-piston 99=so that when:the air pressu-re'from the pipe 90 can pass around -:t-he rpiston 109 into thepassage 106 and --t-hence;to:the cylinder 98- the piston 99 will :be forced downwardly to close the valve head 102. JlVhen .it'is desired to reset the apparatus, itheglobe valve .112 located in the pipe89-isclosed, andlthe three-way valve 95*:is turned from the position shown in :F i-g. i7ato clear theipipe' 113 and pipe .96. :By-th-is operation, air is permitted to pass {from the; air supply to the pipe 97 to elevate {the piston 99in the cylinder 98,thereby opening the steam valve, and also permits air :ito pass through the pipe 114 into the chamber 84 above the 'piston'83, thereby pushing the latter downwardly to reposition the roller 80 and reseat the valve 82. In order torelieve the pressure in the pipes 87 and-89, to permit the retraction of the parts to their normal positions, the three-way valve 9 1 is turned to bring the vent port into communication with the pipe 92.

In Fig. 11 is disclosed the probable dis- :position of two of the valve closing-mechanisms -91-on one of the old type locomotives, win whichtwolsteam pipes feed the steam to Jthe'cylinders.

gReferring-to Figs. 1 and 4:, 115 indicates 'renaelongated:platform, preferably made of lleavyrsheetmetal which is supported upon the stanlclands 11111. The standard i1.1;6;e e ;i urn ed Bin] br ke 11.17 secured below i. the :Pltform 1 ndra soi in bracket z i -iszmoun ediupona suitable base asffor instance-the cross ties {ofa railroad track. 7 By ,means of -.the ,-tr ln11ion de-Standards .1315, th ID 2 form l-15 may,b e swung into elevated posi- Y tien or leadidown againstuthe roadgbejd. EA crank 119, connecting to enact th -st ndards provides a means [for :connecting ,the ,cb--

st-ruction I or ,platform to a setting (mechani-srn which 1 may ibe, operated rfrom 5 a tower on other, signah-setting point. ;The.o;pposite ends of the platform 111 :carry hinged -;indinedp a 11 0 whose c'free endsareireuntled ;to provide .a ifree sliding isnrface, said ends riding upon horizontal plates 121 secured: tothe-(nailrOadties or otherbase :The

inclined plates $1 .0 .ZP 'Q idG means :for :the

gradual reception of the rollers 31.9401? from either direction, and'iold readily'with the platform 115 whenthealatter ;is;thrown into 'loweredgposition. f

What ,I 1 claim as my: inventionis:".

1. eAttnain controlling;apparatus, compris- 1.

ing in 4 combination, a (power interrupting device, a ,cylinder associated :with an air system and ;having a partition forming a pair of chambers, :a rod openative ,in said cylinder and adapted -to be actuated byan .obstructiom, at-valve, carried by. said-rod and subdividing said cylinder into chambers,

ineansrfor maintaining ,one'of said; chambers under air-pressure, lmeans connectingwthe other chamber to said power interrupting device: and; to release the air to an vairsbra-ke line, said valve ipermittingairto pass to said p ower interrupting device when {lifted by saidwrod and avpiston carried bysaid' rodadapted to be; connectedto the air pressure for returningthevalve to, its seat.

2. A train controlling apparatus, comprising in combination, a power interrupting device, a cylinder associated with an air system, and having a partition forming a pair of chambers, a valveoperative between the chambers of'the cylinders, m2L11S1f OlY an air-system and having a partition form-J ing a pair'of chambers, a rod extending through said cylinder, 1a valve carried by said-rod and operative between the chambers ofsaid cylinders, an isolated chamber also formed on said cylinder and having said rod extending therein, a piston in said isolated chamber secured to said rod, means to maintain one side of said valve normally under air pressure, means to throw said valve oii of its seat, and means for passing air to said isolated chamber to seat said valve.

4. A train controlling apparatus comprising in combination, a power interrupting device, and an air line for a brake system, means to release air to said air line, and means to reset said operating means, said operating means also setting into operation said power interrupting device simultaneously with the release of air to the air line,

and comprising an air cylinder, having a chamber under normal air pressure, a valve in said air cylinder closing said chamber, a second chamber communicating with said air brake system and said power interrupting device, and communicating with the first chamber when said valve is lifted, and a third chamber containing a piston adapted to be air actuated to return said valve to its seat.

In testimony whereof, I alfix my signature, in the presence of two witnesses.

JOHN J. GROSS.

Witnesses:

FLORENCE CULVER, FOREST E. WALKER.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

